Buffer mechanism for railway passenger cars



Nov. 13, 1934. G. G. GlLPlN BUFFER MECHANISM FOR RAILWAY PASSENGER CARS 3-Sheets-Sheet 1 Filed April 15, 1933 INVENTUR EARTH E/LP/N ATTURNEAV G. G. GlLPlN 1,980,677

BUFFER MECHANISM FOR RAILWAY PASSENGER CARS s sneets-Sfieet 2 Nov. 13, 1934.

Filed April 15. 1953 'IIIIIIIIIIIIIJVIIIIIIII ZZ'ZIIII. F1515 e4 65 F1515 67 I9 fiwmxmm: EAHTHE 51mm Nov. 13, 1934. G, GlLPlN BUFFER MECHANISM FOR RAILWAY PASSENGER CARS Filed April 15, 1933 3 Sheets-Sheet 5 IN VEN run IIIIIIIIj'lI/IIIIIII/ Patented Nov. 13, 1934 UITED STATS BUFFER MECHANISM FOR RAILWAY FASSENGER CABS Garth G. Gilpin, Riverside, Ill., assignor to Union Metal Products Company, Chicago, 111., a corporation of Delaware Application April 15, 1933, Serial No. 666,259

20 Claims.

The invention relates to railway passenger train cars, and more particularly to a mechanism positioned between the end wall of the car and the upper part o f the diaphragm face plate, and an object of the invention is to provide a mechanism which yieldingly retains the upper part of the face plate at a predetermined distance from the end wall of the car and in the longitudinal center of the car when the 0 car is not coupled to another car, but allows the face plate to move toward the end wall of the car when the car is coupled to another car and also to accommodate the movements of the car when running.

My device also yieldingly allows the face plate to assume an oblique position when the car is rounding a curve and/or to move laterally of the car under service conditions. Furthermore, the device allows the face plate to move vertically relative to the end wall of the car to allow for the wearing of the lower face plate supports and/or allows either end of the spring to move vertically relative to the other end of the spring because frequently the lower support at one side of the face plate wears more than the support at the other side of the face plate. Furthermore, the face plates and the buffing mechanism are not always accurately 3o installed on the car. My invention accommodates all of the above mentioned movements of the face plate without binding any of the associated parts and at the same time returns the face plate to a predetermined relative position to the end wall of the car when free to do so.

Another object is to provide a device which will retain the line of pressure from the ends of the spring to the bearings directly through the centers of the balls in any position the buffer mechanism may assume in service, thereby eliminating torque in the spring. Such a torque would put an eccentric load on the spring causing an unequal distribution of the stresses in the spring resulting in fatigue and breakage;

in other words, a short lived spring.

In the drawings: I r

Fig. l is a plan View of the upper buffer mechanism and associated parts in normal position.

Fig. 2 is an elevation of Fig. 1.

Fig. 3 is a side view of Fig. 2.

Fig. 4 is similar to Fig. l with the upper buffer mechanism compressed.

Fig. 5 is similar to Fig. 1 showing the diaphragm face plate in an oblique position.

Fig. 6 is a perspective of the end o a railway car showing the usual relation between the end wall diaphragm, diaphragm face plate and upper buffer mechanism.

Figs. 7, 8 and 9 show the preferred arrangement of a rolling member between the springand the wall of the car and the associated parts.

Figs. 10, 11 and 12 show a modified 'construction wherein a separate race is attached to the spring. i

Figs. 13 to 19 inclusive show various modifications hereinafter" described.

Figs. 20 and 21 show another modification wherein a roller is provided with pinions engaging elongated slots in. the race member.

Figs. 22, 23 and 24 show the spring in detail of Figs. '7, 8 and 9.

Figs. 25, 26 and 27 show the spring in detail of Figs. 10, Hand 12.

Figs. 28, 29 and 30 show a spring race integrally formed therein.

Figs. 31 and 32 show a modification showing a removable wearing plate and another means of attaching the spring to the race member.

Figs. 33 and 34 show' a modification of the end of the spring shown in Figs. 22, 23 and -The drawings show. the usual semi-elliptic spring 2 attached tothe'diaphram face plate 3 in the usual manner (4).

My invention relates to association of the respective ends of'the spring 5 to the end wall 6 of the car, as illustrated, or the construction may be reversed; that is, the medial. portion of the spring may be attached to the car and the respective ends of the spring associated with the diaphragm face plate 3 according to my invention.

Figs. 7, 8, and'9 show my preferred construction wherein ,spaced apart brackets or members 10 are mounted or provided on the end wall 6 of the car, each having a bearing 11 and each end of the leaf spring'2 is formed into or provided with a semi-cylindrical race 12 having an abutment 14 adjacent the outer end thereof. A ball 13 is positioned between the race 12 on the spring and the bearing 11 of the bracket so as to have a rolling engagement therewith.

- The bracket or member 10 is provided with a stop 16 adjacent the inner end of the bearing 11 to limit the movement of the ball toward the center of the car and with another stop 1'7 adjacent the outer end of the bearing to limit the movement of the ball away from the center of the car. The latent stress in the semi-elliptic spring, when the pressure on the spring is rehaving the leased, causes the abutments 14 on the spring ends to pull the balls 13, up against the stops 16 on the members 10, thereby limiting the movement of the face plate away from the car and thereby positioning the face plate adjacent the center of the car. The vertical width of the bearing is sufiicient to allow the ball to roll vertically on the bearing so that the face plate may move vertically relative to the end wall of the car and/or so that one end of the spring] may move higher than the other end of the spring. The ball 13, however, does not move vertically relative to the end of the spring because it is partially enclosed Within the semicylindrical race 12 on the spring. This arrangement keeps the ball in its proper operative relation to the spring so that a force on the spring is transmitted through the ball to the bracket without any tendency to tip the spring or put a torsion in the spring.

The bracket 10 is also provided with substantially horizontal walls 2627 adjacent the upper and lower margins of the bearing 11 to limit the vertical movement of the ball in either direction. The outer edges 28 of these horizontal walls are arranged to be in close proximity .to a part 29 of the ends of the spring during any service position thereof so that the ball cannot I escape, and furthermore, so that if the ball should break in service (or inadvertently not be installed when the device is assembled) the parts 29 of the end of the spring would slide upon the portions 28 and/or inner stops 16 so that the buffer mechanism will operate until the device is repaired.

Each of the brackets has a substantially horizontal flange 2021 above and below the bearing and a pin or bolt 23 passes through apertures in these flanges forming means to retain the several parts .of the device inoperative relation. In other words, the bolt 23 is located in close proximity to the back 24 of that part of the spring forming the race 12 so that when the car is uncoupled the spring is held close to the bracket and the ball cannot get out of place. In order to remove or replace the ball or to disengage the spring-from the bracket or brackets it is simply necessary to remove one of the bolts 23.

I propose to use a ball or other rolling member having a hard surface and make the bearings on the brackets and the races on the ends of the spring of somewhat softer material so that the ball or other rolling member will not' flatten in service causing reduction in the efliciency of the device. In Figs. 20 and 21 I have shown a bracket made of cast metal with a rolled steel removable insert 30 which is much harder than ordinary cast metal, but at the same time somewhat softer than the steel ball. The insert is beveled on two or more of its edgesand inserted in the bracket before the bracket is attached to the wall so that the bevels retain it in place without further attachments.

elliptic spring, thus increasing the life of the spring and giving it more resiliency because the absorption of the torsional stresses reduces the resiliency of the spring.

In passenger train car construction in general. use today the diaphragm face plate-is so positioned that the buffer mechanism must be compressed about 3 to couple two cars; in other words, the face plate extends about 3" beyond the pulling surface of the coupler knuckle. This compression of about 3" produces about four hundred pounds stress in the semi-elliptic spring so that when the car is coupled to another car the spring is exerting about two hundred pounds pressure. upon each rolling member whereby it is always held in proper relative position to the bearing on the bracket and the race on the spring. With my construction when the cars are uncoupled and the pressure on the spring is released, both rolling members roll toward the center of the car until they engage a stop 16 in Fig. 7. In other words, the face plate is automatically centered and the rolling members are brought back to such a position that when pressure is exerted on the spring the rolling members roll to accommodate the spring instead of skidding or sliding. In other words, the rolling members are always retained in rolling relation to the race andbearing member.

Figs. 10, 11 and 12 show a modified construction wherein the end of the spring is bent to an arcuate configuration 35 and a separate race 36 is secured thereto by rivets 37. This race has an arcuate back which fits in the arcuate configuration of the end of the spring so that the race member is prevented from oscillating around the end of the spring and the rivets 37 may be small as they simply hold the member in place and resist stresses parallel to the length of the spring. i

Fig. 13 shows a modification wherein the end of the spring is provided with a lip 40 which engages a separate race member 41 and is welded thereto, as shown at 42 and 43. The race memher is extended to 44 so as to slidably engage the bearing 45 of the bracket in case the ball is not in place. The side walls 47 of the race member may also slidably engage the stop member 48 of the bracket.

Figs. 14 and 15 show a modification which is similar to Fig." 13 but wherein the spring is provided with laterally extending lip 50 which is positioned between spaced apart portions 51:- 52 of the race member 53 so as to form means of attachment thereto. The member is also provided with ribs 55 which engage opposite sides of the ends 56 of the spring 57 to form a guideway for the spring and prevent oscillation of the race member around the end of the spring. Fig. 15 'is a section on line 15-15 of Fig. 14. No other means of attachment between the spring 57 and the race member 53 is necessary. The wall 58 instead of being arcuate on the inside (as shown in Fig. 13, for instance) is straight to provide a place for dirt, etc., which could be rolled into the corner by the ,rolling member. An aperture 59 is also preferably provided for the escape of such foreign material.

Figs. 16 and 17 show a roller 60 used as a rolling member wherein the race 61 instead of being semi-cylindrical is flat with a retaining Wall 6263 on each side of the race proper.

When a ball is used and the face plate moves vertically the ball rolls upon the bearing sur- '1 leaf of the spring at 90 if desired.

results shown in Fig. 33.

face of the bracket and when a'cylindrical rolling member is 'used. and the face plate moves vertically the member slides vertically upon the bearing surface of the bracket. (Note Figs. .17, 21 and 32.)

Figs. 18 and 19 show a modification wherein the end 64 of the spring 65 is formed on an arcuate configuration and welded to a race member 66 at 67 and 68. Fig. 19 shows how the back 69 of the race member 66 is arcuate and fits into the arcuate configuration of the end of the spring.

Figs. 20 and 21 show a modification wherein a roller 70 is used as a rolling member, which roller is provided with pins 71 engaging elongated slots '72 in the walls of the race member 73. The race member is extended at '14 and '15 so as to engage the bearing 76 of the bracket in case the rolling member is not in place. The race member is of less vertical height than the distance between the flanges 77 and 78 of the bracket to allow the spring to move vertically relative to the end wall of the car. The spring '79 may be spot welded as at 80. The insert 30 is described heretofore.

Figs. 22, 23 and 24 show the preferred method of forming the end of the spring into a race, wherein each end of the main leaf of the spring is folded back upon itself (86) and the 1 end of the spring and the folded back portion 84 are formed into a semicylindrical race 87 preferably having a stop adjacent the outer (88) and inner ('89) ends thereof. The folded back portion of the spring may be Welded to the main Fig. 24: is a section on line 24-24 of Fig. 23. When the folded back portion '84 of the spring is worn out, it is removed and the depression in the main part of the spring then becomes the race for the rolling member and in order to compensate for the thickness of the removed folded back portion a ferrule or spindle may be applied around the bolt 23.

If it is desired to have a deeper pocket or race for the rolling member than is obtainable from the material of the main leaf of the spring, the end of the main leaf may be widened out by thinning it, as shown in Fig. '34, andthen folded back upon itself on line AA so as to obtain the If desirable, the thinned or flattened portion 81 may be long enough to include both the main portion of the spring and the folded back portion of the spring which comprise the race; that is, it may be folded back upon line BB of Fig. 34. Either of these constructions may be used without weakening the spring because the arcuate formation of the structure strengthens the end of the spring.

Figs. 25, 26 and 27 show the end 92 of the spring formed into a semi-cylindrical configuration 93 at its end. The holes 94 are for the rivets 37. Fig. 26 is a section on line 26-26 of Fig. 25 and Fig. 2'7 is a section on line 2727 of Fig. 25.

Figs. 28, 29 and 30 show a modification wherein the semi-cylindrical race 95 is formed in the end of the spring with a semi-spherical termination forming a stop 97 at its outer end. Fig. 29 is a section on line 2929 of Fig. 28 and Fig. 30 is a side elevation of Fig. 28. This arrangement is similar to Figs. 18 and 19 which show a separate race member.

In the modification shown in Figs. 31 and 32 the housing member 100 for the rolling member bracket 117.

108 is provided with apertures 101102 through which the end 104 of the spring 105 extends so that the spring itself forms the bearing 10'? for the rolling member 108. Spring steel is very hard and therefore, would last longer than a cast metal race. The spring is secured to the race member by a rivet or similar means. Only one rivet is necessary as the apertures 101-102 prevent the race member 100 from oscillating around the end of the spring. The wall 112 backs up the end of the spring as a bearing for the rolling member and outside of this wall is in close proximity to the bolt 114 to form a guide and retaining means to retain the several parts in assembled relation. A separate hard malleable bearing plate or rolled steel hearing plate 116 is attached to the cast metal This plate 116 is preferably removable from the bracket without removing the bracket from the car. The race member 100 is extended at 120 to adjacent the bearing/1'16 to form a frictional engagement with the bearing in case the rolling member 108 is not in place. The bracket is provided with a projection 122 which engages the rolling member to limit its movement toward the center of the car. The walls 124126 of the race member engage this projection 122 to also limit the movement of the race member toward the center of the car and in case the rolling member is not in place this engagement of the walls 124.126 of the race mem: her with the projection 122 would limit the movement of the face plate away from the car. Fig. 32 is a section on line 32-32 of Fig. 31.

The accompanying drawings illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown. and described, as it is obvious that various modifications thereof,gwithin the scope of the claims, will occur to ersons skilled in the art.

I claim: I

1. In a railway car having a wall element and a diaphragm face plate element, a buifer mechanism positioned between said elements comprising spaced apart bearingson one of said elements, a leaf spring having its medial portion attached to the other ofgsaid elements, each end of the spring provided with a semi-cylindri cal race, reach of said races provided with a ball having a reliable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufhcient area to allow the ball to roll horizontally and vertically thereon.

2. In a railway car having a wall element and a diaphragm face plate element, a buffer-mechanism positioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each end of the spring provided with a semi-cylindrical race, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings provided with a stop adjacent the inner end anism positioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each end of the spring provided with a semi-cylindrical race, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings provided with a stop adjacent the inner end thereof to limit the movements of the balls toward the center of the car and thereby limit the movement of the face plate away from the car, each of said bearings also provided with a; stop adjacent the outer end thereof to limit the movement of the balls away from the center of the car.

4. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each end of the spring provided with a semi-cylindrical race, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings having a wall adjacent the upper and lower margins, respectively, engageable with the adjacent end of the spring to limit the vertical movement of the ball.

5. In a railway car having a wall element and a diaphragm face plate element, abuffer 'mechanism positioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each'end of the spring provided with a semi-cylindrical race, each of. said races provided with a ball having a rollable engagement therewith, each of said balls'having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, eachof said bearings having a wall adjacent the upper and lower margins, respectively, engageable with the adjacent'end of the spring to limit the vertical movement of the ball, the outer edges of said walls being in close proximity to parts of the ends of the spring whereby the end of the spring will slide upon one of said edges when the ball is not in place.

6. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanismpositioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each end d-f the'spring provided with a semi-cylindrical race, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings provided with a stop adjacent the inner end thereof to' limit the movements of the balls toward the center of the car and thereby limit the movement of the face plate away from the car, the outer edges of the stops beinginclose proximity, to parts of the ends of the spring whereby the end of the spring will slide upon one ofsaid stopswhen the ball is not in place.

7. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart bearings on one of said elements,a leaf 7 spring having its medial portion attached to the other of said elements, each end of the spring provided with a semi-cylindrical race, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings having a wall adjacent the upper and lower margins, respectively, engageable with the adjacent end of the spring to limit the vertical movement of the ball, and a bolt passing through apertures in said walls providing means to retain the bearing ball and racein operative relation.

8. In a railway car having a wall element and a diaphragm face plate element, a buffer mech-; anism positioned between said elements comprising spaced apart bearings on one of said ele-' ments, a leaf spring having its medial portion attached to the other of said elements, each end of the spring provided with a semi-cylindrical race having an abutment adjacent the outer end thereof, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, each of said bearings provided with a stop adjacent the inner end thereof to limit the movements of the balls toward the center of the car and thereby limit the movement of the face plate away from the car, said spring being assembled in the device with a latent stress therein whereby when the pressure on the spring is released said stress causes the abutments to pull the balls against the stops.

9. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart bearings on one of said ele ments, a leaf spring having its medial portion attached to the other of said elements-each end of the spring provided with a semi-cylindrical race having an abutment adjacent the outer end thereof adjacent the bearing, each of said races provided with a ball having a rollable engagement therewith, each of said balls having a rollable engagement with one of said bearings, each of said bearings being of sufficientarea to allow the ball to roll horizontally and vertically there on whereby said abutment will slide upon said bearing when the ball is not in place.

10. In a railway car having a wall element and a diaphragm face plate element, a buffing mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a leaf spring having its medial portion attached to the other of said elements, each end of the spring forming a race, a rolling member having a rolling engagement with said bearing and said race, each of said bearings being of sufiicient area to allow the rolling member to move horizontally and vertically thereon and means toretain said rolling member in engagement with the bearing and the race.

11. In a railway car having a wall element and a diaphragm face plate element, a buffing mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a leaf spring having its medial portion attached to the other of said elements, each end of the spring forming a race, a rolling member having a rolling engagement with said bearing and said race, each of said bearings being of suificient area to allow the rolling member to move horizontally and vertically thereon and means to retain said rolling member in engagement with the bearing and the race, said means also limiting the roll of said member upon said race.

12. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf formed into a semi-cylindrical race, and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufficient area to allow said balls to roll horizontally and vertically thereon.

13. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf formed into a semi-cylindrical race and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufficient area to allow said balls to roll horizontally and vertically thereon, each race being provided with a stop adjacent the outer end thereof to limit the movements of the spring relative to said members.

14. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf formed into a sent-cylindrical race and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufficient area to allow said balls to roll horizontally and vertically thereon, each race being provided with a stop adjacent each end thereof to limit the movements of the spring relative to said members.

15. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf formed into a semi-cylindrical race, having a semi-spherical termination, and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufiicient area to allow said balls to roll horizontally and vertically thereon.

16. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf folded back upon itself and formed into a semi-cylindrical race, and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufiicient area to allow said balls to roll horizontally and vertically thereon.

17. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-ellpitical' spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf provided with a widened portion folded back upon the adjacent portion of the end of said main leaf and formed into a semi-cylindrical race, and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufficient area to allow said balls to roll horizontally and vertically thereon.

18. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf provided witha widened portion folded back upon itself and formed into a semi-cylindrical race, and a ball having a rolling engagement with each race and one of the bearings of said members, each of said bearings being of sufficient area to allow said balls to roll horizontally and vertically thereon.

19. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements each having a bearing, a semi-elliptical spring comprising a main leaf and a plurality of secondary leaves, each end of the main leaf formed into a semi-cylindrical configuration and a separate race having an arcuate back fitting into said semi-cylindrical configuration and secured to the spring, and a ball having a rollingengagement with each race and one of the bearings of said members, each of said bearings being of sufiicient area to allow said balls to roll horizontally and vertically thereon.

20. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart bearings on one of said elements, a leaf spring having its medial portion attached to the other of said elements, each end of the spring provided with a ball, each ball having a rolling engagement with one end of the spring and one of said bearings, each of said bearings being of sufficient area to allow the ball to roll horizontally and vertically thereon, and means at each end of the spring to retain the line of pressure from the ends of the spring to the bearings directly through the longitudinal center of the spring and the centers of the balls in any service position of the buffer mechanism whereby torque in the spring is eliminated.

GARTH G. GILPIN. 

